Fluid-pressure brake system for automobiles



Jan. 3, 1928.

w. NOELE FLUID PRESSURE BRAKE SYSTEM FOR AUTOMOBILES Filed Feb.l6, 1920 4'Sheets-Shea;

150v eivfor @TTQY u/I/O 9 Jan. 3, 1928. 1,654,749

w. NDBLE FLUID PRESSURE BRAKE SYSTEM FOR AUTOMOBILES Filed Feb.16 1 20v 4 sheets sheet 2 3x aw R Q 4 g 1 b Jan. 3, We NOBLE FLUID PRESSURE BRAKE SYSTEM FOR AUTOMOBILES Filed Feb. 16- 192'0 4 Sheets-Sheet 3 arrew, /V ZZ 7/11 JMjLQ Y Q fiffouvpe/ye Jan. 3, 1923. 1,654,?49 W. NOBLE mm: PRESSURE BRAKE SYSTEM FOR AUTOMOBILES Fi led Feb.16. 1 20 4 Sheets-Sheet 4 wanna! noun, or rnov'mnnos, axons 1 PATENT F F E ABSIGNOE T0 WILLIAM H.

m wanna? norm, TRUSTEES, or raomancs, nnonn ISLAIIB.

num-

I BRAKE Sim FOB YAUEGHOBEIES- Application filed I'ebrury is, 1920. pea-m ms. assets.

' invention a concerned with the brakes of motor cars and has forits object to enable the brakm of such vehicles to be a plied eflectivel and with an inten- 8 si-y w ch is indepen ent of the physical e ort of the operator, but may be varied and made more or less intense under the operators direct control. A further ob'eot is to enable the brakes of two or more w eels-(in* m cludingiaief desired, thesteering wheels of the conttoll 1e by the ,acription the term shoe which the necessary flui veloped by the motor of the car, or by the car to a lied with equal intensity doing all izhiswitlii it complicated equalizing-mechanism, and by means which is equally odes-- tive to achieve this 'result when the steering wheels are turned to any -Another object is to make-possible easy disconnect onfrom the system of any one or more of the brakes when unusual conditions occur, such as the deflationof the tire on one of the wheels. Still mother ob ect is to fur msh a bra system ap licable to a trader and driver of the motor car to which the trailer is attached. In this do: wheels means and includes those road .w eels of the car which are swivelled to permit of their being turned from. side to si e for steer ng.

This system makes use of fluid pressure.

either hydraulic or pneumatic, for its operation, and in connection therewith it is apartof myobject to rovlde means by pressure is de movement of the car, under control of the driver to insure against external loss of the impellmg fluid with attendant liability to ,deran ment and dirtiness; and still further to ma e use, for the purpose of generating the brake applying pressure, of ap aratus with which practically all" of. the big grade motor ears are equipped at the present day their self-actuatinf ating the essentia of the invention in a few words, it consists an'dqconsequently to utilize potential energy now wasted by such motors at all times durperiods. j nature and character substantially in the provision of a system of u n uid occupyin o a pump driven piping with which are connected extendersapplied severally toeach of the brakes of the car, or some of them and likewise extenders {or the brakes of the trailer when a trailer is co led to the car, in imposing pressure applyin the pressure of the fiuid to the brakes by extenders which are hydraulic motors, preferabl of the seamless metallic bellows ty an in preferably using as the pressure uid and the amp, the equipment generallyairovided at t e present t me with igh gr e automobiles for the forcible lubrication of the motor.

In order to explain fully the characteristics of the invention in such manner that those skilled in the art may make and use the same I have furnished drawings which show in a somewhat dia 'rammatic manner, but atthe same time fully and completely, all the essentials of the invention and the manner .in which the same may be operatively applied. In these drawings,

Figure 1 is an elevation of the type of brake used with the driving wheels of a motor car, said figure show' in cross section the rear axle u n which the wheel equip ed with the bra e is provided and the exten or or hydraulic motor through which i the actuating pressure is delivered to the bralre. j

..F1gure 2 is a vertical axial section of a brake and its extender applied in accordance with this invention to one of the steering road wheels of a motor car Figure 3 is a longitudinal central section of the controller valve for the hydraulic system, showing also diagrammatically the manner .in which said valve may be coupled to a pedal or equivalent actuator under control of the operator, and the relation tosaid control valve of the ressure lubricating system r ofthe car, or 01: fluid pressure. Figure 4 is a sectional view of a modified form of control valve, with which is associated a die ammatic representation of itsrelation 'to t e lubricating system of the car and the pressure pump thereof.

Fi re -5 is a plan view of-the'frame and whee s of the motor car illustrating dia grammatically an operative mode of mg the braking system to the car.

or means for developing applya Figure 5 is a fragmentary plan view similar to Figure '5 Illustrating a "modification in arrangement of one of the dis tr butmg pipes.

. Figure 6' is a View similar in its nature" such piping by means to Figure 5 and showing the combination y the motor, or bya of-a motor car and connected trailers with r I ,p ump driven bythe wheels of Qtrgalen'm the esfidndto the '1 .'1 M d f-x5. "EPE'FV i h v I f 1 is, I 4 I the psri' ruler system here illustrated ,o ce oi ressure, and the transmitting essure is applied to the r are, respectively, the lug sysiern of the motor, and the oil d hibricat-ion, All oi such sys- 'L' e t deliver oil. in excess of the amount needed for lubrication to o'pipe system communicating with the various bearings ol? the engine, end the surplus Oil 15 returned through a bypass to the oil-reser- 3 voi which is commonly a pocket or, sump L7 1v.) w in bottom of: the cruel; case. Like wise the pump 15 adapted to exert, pres- -ipon. oil in excess of that. needed .X' oil to the bearings, and the pres vt uully used maintained at the ".d constant v lue' by a spring loaded valve in ihe returirby-pess. The c and source ,of pressure being thus vidcd ready to hand I find it convenmdke use ofzhe excess volume of r the excess pressure developed by pump for applying "the brakes. For

1 purpose .5. provide 'd-plplllg systeln coniu g oil from the pump to those'wheels are equipped with brokes, and adw aimli or head, which is capable of 1;; moved under fluid pressure, and prcr having extensible Walls of the belio s type which are connected with such i'iaorriblc head and Wlili o fixed abutment fluid joints. In brief I prefer to suco e tender the type of device as the sylphon bellows,

i commercially io of similar nature. While other onder, such for example as o ulsuger Working in a chamber, nt be the'sylphon bellows so far all object of the invention is conthe' le ter is superior .v iience and brevity or Without intent to 111(1169136 any ion in the sc'pe of my claims, I will to the extender a sylphon.

figure 1 shows a suitable modeof con 'lphon eel, or in other Words a. wheel i is not swiveled to turn about-s pivot its own axis Withrespect to the structure. I Here 1' represents 1 the side housing which supports red, 3 represents the bridge be" understood as being to cechbralce I provide an extender 'jnay: be desirable in some cases to-mount thewere? in this specification generally refer to apply" the brake to a 1;; Wheel, 2 represents the driving" e housing so which the drivdri'vl whee d'representsto the housing, and 5 5 lorelre shoes pivoted by ins 66 to the bracket 4% anduarranged within the brake drum." The movable ends of said brake shoes are provided with hooks to 4 which are connected the ends'o'f a. helical n take off spring which normally Withdraws them from thebr-ake. drum to the limit permitted by stop rods 8-8 mounted on and projecting from the sides of the bracket. The brake shoes may be of any common or 7 other suitable design, and as here-shown theyrareof a standard .form, each consist ing of :1 sector of cast metal, as cast iron or aluminum, having substantial rigidity, and. provided with a facing 9, which may be any of the asbestos or composite fabrics, q i

or otherrnaterials adaptedto be used askbrake shoe and brake band fncings and-:lin-, ings. The free ends .of thebrakefshOes are likewise connected to the links 10- 10 of a toggle moiemeni), the knuckle of which is the pin 11' supported by the movable head 12 of a sylphon, the bellows part of which is indicated at 13; 'This bellows Wall v is secured by fluid-tight joints to the head 12, on the one hand, and tosn abutment,

14, on the other hend,1said abutmentibeing rigidly supported on the housing 1, and being conveniently parent thc same structure, with the bracket l; This structure is conveniently made With a. hole adapted to: re; 1 ceiv'e the ho'using and to fit thereon, and; it maybe secured by any suitable means, byset sci'ews',lwelding., brazing, or other- Wise. In the abutment there is'o passages ml 15 running from the space Within the sylphon to a passage 16 so'arranged that it may be connected with a connecting-pipe;

' It will be apparent that flow of oil under pressure into'thc sylphon causes the movable head to be extended and the toggle linkage to be more or less flattened or straightened, whereby the brake shoes are first moved into contact with the brakedrum and then pressed against the latter; This action takes place against the resistance, of the takeofi spring 7, which spring is eiiective to retract the bloke shoes when. provision is made on oiliux' of liquid from the sylphon It sylphonnud its abutment head 14 in a man- *ner' permittingpivotal or angular movement about the axle, runabout-another axis. parallel V thereto, in order. to insure equal intensity of pressure by both brake shoes, but ordinarily suiiicicnt flexibility is present in the sylphon itself for this purpose.

Figure 2 showsthe principles of the means by which I prefer to-upply the sylphon ex-- tended principle to brakes upon any Wheel which, is swiveled to permit of its being turnedinkstcerin g' the vehicle. .-With the or dinary: mslies motor cars these are the frontwvheels, while in the case of trailers .usuelly-both front and rear Wheels are so 1 30,

- form of tube secured at one end to a. fixed swiveled. The arrangement now bein described is part of the combination embo ying my invention consisting of a complete braking system including brakes on all four wheels of the vehicle,

Here 17 represents the hub of the wheel, 18 a part of the wheel in section, 19 the bolts connecting the hub to the wheel section, 20 the brake drum secured to the wheel, 21 the main axle, 22 the stub axle or knuckle on which the wheel has its bearing and 22 the pin by which said stub axle is pivoted to the main axle, said pin being itself secured against rotation by a cotter pin or key 23. 24 is a bracket or arm pro ecting from the stub axle knuckle and carrying pins on which the brake shoes are pivoted. One of the brake shoes is indicated at 25 and the pivot pin therefor at 26. The brake shoes here provided and their arrangement and mode of mounting may be the same as those shown in Figure 1, wherefore itis deemed unnecessary to show them in further detail. 27 and 28 represent the links of a toggle mechanism which are res ectively connected to the two brake s oes by pins 29, and are joined b a knuckle pin 30 with a toggle center 31 w ich has a conical point. '1 e sylphon is shown at 32 and comprises a flexible bellows or corrugated head 33, which is a part of or securely attached to the pin 22*, and secured at its 1 opposite end to a. movable head 33gwhich 'is entered by the conical (point of the toggle has a depression 34 in its" exact center which center. It, will be note that theme 'an plane of the toggle linkage is in the axial line of the swivel stud 22, and that the included angle of the point 31 is less than that of the depression 34, while said point and depression are symmetrically arranged.

' Thereby expansion of the sylphon applies pressure in a direct line to the toggle through a frictionless point contact, wherein enough freedom of play is allowed to secure ecual intensity of pressure by both brake 5 cos. 34 is. the tube conducting-oil to and from the sylphon; and 35 is a dust guard or cover secured. to the rtub axle forging and protecting the entir. mechanism. 36 is the steering arm rigidly connected to the stub axle knuckle and adapted to be connected by suitable linkage with the steering post or rod of the automobile.- In this figure A, A and B,v B represent respectively the median plane of the, wheel and the axis of the swivel pin 22, which are inclined one to} the other to intersect at the center of contactv of the wheel tire. with the ground, according'to'common practice. As the pressure contact between "the:

sylphon and the brake toggle is the cons ter lin-c B, B the'entare mechanism *Sup ported from the stubariemay be is.

around this line without disturbance, and thus it is made possible to mount the syl phon non-rotatably and at the same time permit the front wheel to be turned in any degree necessary for steering the automobile.

The immovability of the syllphon with respect tothe main axle 21 a owe the pipe system to be rigidly connected to the front axle and avoids the need of movable joints tails of the brake shoes and the mechanisms through which the sylphons operate them, as o my purpose has been to show here with the least possible complication the general arrangement of the system. The side bars of the chassis are shown conventionally at 37,

37, the rear springs at 38, 38, the front springs at 39, 39 and the rear axleihousin and front axle by the numerals already us The type or form of automobile represented is a common form in which the torque and thrust of the rear axle are absorbed a central-tube 40 having a spherical .hea -41 held ina soclic't 42 formed by brackets suitably secured to stress member 43. of the chassis. Thai-pipe system consists- 0f the tube 44 leading to the connectionsild (Figure 1) of bothrear syl hone, and prefrab y connected rigidly to t e rear axialfhousing by suitable means, here indicated as clips ventionally hereinaso clip {17 andjoincdivered from a] control to the ipe 44. The n ose of the x' 46 is to distributeoil del rp P pa 45. -Thesysteinj further includes a distribvalve 471, which is preferably seciirdto a 5 part Offthe engine to the-"sylphons' controllin'g'the rear-brakes; and inorder to re 4 dues to the minimum the distortionsin'this pipe due to relative movement between't-he chassis and thefrear a'xle,- there interpgsed in the-line'of the pipe'46 a'coil 48 steel as near as is conveniently possible tothe center-of this'rolativemotion Such center is in the ball and socket joint comj prised by the spherical head 41 and the socket 42, wherefore the'coil is preferably disposed so as to surround this-coupling with its center coincident with the center of the coupling.

I The co @mayg'howyer, beotherwise located if red, and; one other. possible location isle footed hy'fthemodifieation shown Fi cse s sen es; eqeivnenrsgeugse t-ic its axis in line with the center thereof. The coil permitsimovements to take place between the parts of the pipe 46 resulting from movement of the car body relatively to the wheels, without harmful distortion of the pipe or harmful stresses upon the joints in the pipe line. By securing the pipe at one side of the coil to the tube 4:0, and that at the other side to the cross beam 43, all distortions of the pipe are localized in the coil, and the latter has such length and fiexibility as to avoid being harintully strained by the movements which there take place.

Drawn metal tubing is suitable forthe pipe line, including the coil, just described and another coil presently to be described, and

steel is one of the materials suitable for such tubing.

For the'front wheel brake sylphons there are provided supply pipes ll) of which it may be considered that the tube 34:' previously described is an end. Said pipes are rigidly secured to the front axle, as by clips indi-- cated at 50, and are connected to a common distributing pipe 51," which leads from the control valve 47. In order to localize and diminish the distortions due to movements of the vehicle body relatively to the front axle, this pipe is carried forward and prosupporting shaft 57, and showsa connection that purpose to Figure 3.

between such "brake pedal and the control valve I will now describe the valve and its operating incans in detail,turning for The valve body .or casing as a-whole is designated 471. It

hasa passage 58, in the opposite ends of which are joined the" distriluiting pipes 46 and 51, and in which are interposed stop v cockshO and 60. This passage is connected at a point between the stop cocks with a duct or port '61, which leads into the chamber occupied by a piston valve (32. Said piston valve. is movable QIiClWlFQ in said chamber and passes to the exterior thereof through It IS drilled, or may he a stuffing box 63. otherwise constructed, to furnish a pressure passagetll and an exhaust or relief passage 65, so arrangedthat when the pressure passage is brought into register with the port 61 it also registers with a supply passage 66, and when the passage 65 is brought into register with the port 61 it also registers with a passage 67 for exhaust or discharge "arm 88 arranged in line with the plung of the latter weaves of the oil. The. passage 66 is connected at 68 with a pipe 69 branching from the dis tributing system which supplies oil for in bricating the engine and is diagrammatically represented at 70, 71 and 72. 73 represents diagrammatically the pump, which is com. monly a gear pump, provided to create pressure in the oil supply, and having its suction intake i73 in the oil well or sump 7d of the engine crank case. From the par sage 66 is'a branch 74 opening into the relief valve chamber 75, in which is a relie'f valve 76, shown asot a common hall form and as being pressed against its seat by a spring 77. An outlet 78 leading from the relief chamber discharges the excess of oilfurnishcd by the pump into the sump.

The pressure of the relief spring resisting such discharge determines the pressure which is imposed .ppon the oil by the pump. This spring is backed up by a head T9 on a plunger 80 which has sliding movement in a guide formed as part of the relief valve chamber cover 8.1, and passes through a stalling box 82 at the end of such guide. 'lfhe projecting end of the plunger furnishes means by which additional pressure may be imposed upon the relief valve. The piston valve 62 is connected by 5:, with an arm 84 on the shaft 57 pro mentioned as supporting the brake pedal mi. A spring 85 surrounding the external part of the valve and confined between the stuffing box 63 and an abutment 86 on. the valve normally tends to move the valve outward and put its passage 65 in connection with the port 61 and the exhaust passage 67. which discharges through an outlet 82" into the oil sump. Depression otthe bra re pedal moves the valve against the resistance the ma spring into the position wherein passage lcon'nects the supply passage 66 with the port 61 Thereis rigidly secured to valve an 8 and spaced at such, a distance troin 1h that it bears against 4 plunger shortly after the passage 64: l to make communicationbetween the p (36 and (31.. From the inner end of ti. chamber there is a duct 89 leading into the 1 exhaust passage 67 and provided to avoid trapping of oil back of the valve.

It will now be understood that while the motor is" running, oil is being continuously supplied to the lubricating system by the pump in excess of the needs of lubrication, and that the excess is being constantly returned to the oil'sump past the relief valve, the loading of said relief valve enabling the pump to impose on the oil the pressure necessary to force oil through the restrictions constituted by the bearings, etc. to which oil is supplied. Normally the exhaust passage through 61, 65, 67 and 87 is open, wherfiy the brakes are allowed to be relaxed and ti sylphons correspondingly collapsed. Now,

if the driver wishes to set the brakes, he depresses the brake pedal in the usual manner, with the consequent effect that said exhaust passage is. stopped, and the supply passage is opened from the pump through the channel 64 in the valve and the duct 61 to the distributing pipes. Then art of the oil delivered by the pump is admitted to the pipe lines, exerting a pressure which is transmitted to the sylphons, whereby the sylphons are expanded and caused to move the brake shoes into contact with their respective drums. The first result, which occurs preferably before the plunger 80 is moved at all, is to build up such pressure in the sylphons as is afforded by the relief valve loading, which may or may not be enough to have any appreciable braking efiect. Additional pressure is appliedby further movement of the pedal, which then displaces the plunger 80 and so increases the loading upon the relief valve," with corresponding increase in the pressure developed in .the oil; for the registering mouths of the passages 61 and 64 are made wide enough to permit, without closing the supply passage, the full movement of the pedal needed to appl the maximum loading. The intensity 0 this pressure is generally pro ortional to the extentof the movement of t e brake pedal, that is, it can be continually increased while the pedal is being further depressed. Inasmuch as the movement of the brake shoes is very small from their position of first contact with the drum to the position of tightly seizing it, the full pressure available is accumulated very rapidly and in approx1-' mate proportion to the rate of movement of the brake pedal. effect is substantially coincident with the action of the pedal, which satisfies the essential condition of ease and safety in driving, which is that the intensity of braking must be capable of government by the operator to the utmost nicety. Conseguently the relation of the brake take 0 springs to the relief valve spring is made such that the pressure controlled by the normal relief valve loading is only sufficient to bring the brake shoes into contact with their drums, and to provide a relatively easy braking effect. Thereafter the intensity of braking effect is substantially exactly proportional to the movement of the pedal'in either direction, and is without appreciable lag, whereby the control by the driver is as sensitive as with the wholly mechanical brake systems.

In other respects this fluid system has numerous advantages over the mechanical system, some of which will be later men'- tioned.

I will now, and generally hereinafter, distinguish by the term grading valve the combination of relief valve and variable In other words the braking.

spring mechanism which I have just described. Such grading valve may, of course, be connected to any movable part controllable by the driver, but I have preferred to connect it to the brake pedal 1n orderto permit its operation by the. same sort of means as are already familiar to all drivers. Certain engines are particularly sensitive under low load conditions to changes in the flood of lubricating oil expelled from the bearings by the pumppressure, any excess beyon smoking at the exhaust and spark plug trouble. Moreover, with a badly .worn engine, it might be difficult to build u enough pressure to operate the brakes with enough intensit in an emergency, for it .is the closeness o the fit of the engine bearings which ultimately limits the hydraulic pressure which can be ap lied to the brakes and maintained. In or er to compensate for such conditions and make the braking pressure independent of any characteristics of the engine, I have devised an alternative form of gradin valve which I have shown in Figure 4. ere the main features of the valve and its connectioiis with the lubricating.

pump, with the distributing pipe system to the several brake extenders, and with the brake pedal or other operating control, may be considered to be the same as those previously, described; wherefore corresponding parts are designated by the same reference numerals as are used in Figure 3. The difference consists principally in this, that instead of the oil furnished to the grading valve from the .pum being brought thereto by a branch in para lel with the lubricating system, all of the oil passes through the grading valve before passing to the lubrieating system. That is, the entire discharge from the pump passes through pipe 69 into the passage 66 and thence must flow past the relief valve 7 6 and through passage 90 before it enters the main pipe 7 0 of the lubricating system. From the passage 90 there is a branch 91 which opens into a secondary the normal being made evident by relief chamber from which there is a 'r v 7 turn outlet 9:2. A secondary relief valve 93 loaded b a spring 94 governs the pressure in the 111 ricating system. With the engine running normally and the brakes not inoperation, all the oil passes the grading valve 76 and so much of it as is needed for lubrication passes to the pipe 70. Whatever pressure is imposed on the oil in the brake system due'to increased loading on the valve 76 has no effect upon the pressure of that. delivered to the lubricating system because is only that needed to expand the sylphons in moving the brake shoes from the relaxed position into contact with the brake drums, and substantially all of that quantity is supplied before the gradin valve loading is increased to intensify t e braking action. This amount is readily supplied, since the pump is constantly" dcliyering a eater volume than that needed for lubrication.

I have already intimated, and intend to make fully clear at this point, that it is'not at all indispensible that the lubricating pump of the engine'and the oil provided for lubrication be employed for the operation of the brake system, but merely that'that means is logically and commercially the proper means to use; When occasion requires other fluids than oil may be provided as this pres sure transmitting medium, and as such fluid I may use any gas or any li uid which is conveniently available and against which no fatal objection exists; and I may provide a special pump or com ressor for developing pressure in such flui which pump may be driven-by the motor; or, in the case where a trailer is coupled -to an automobile, such trailer may be equipped with a pump of its own, driven by its road wheels.

It is to be understood that the representation of the sylphons in the drawings is to a automobile, either directly or ultunat'.

wheels to follow the path determined.

steering gear, and they are so shown in t diagram. That being the case, the tyn extender shown in Figure 2, is used. trailer is preferably equipped with a cent distributing pipe which is connector the corresponding pipes of other and with one of the distributing pipe later explained, by iie 'blc con'nertio and izom which hz'anc lead to the vidual extenders, sub ally alrea scribed in connection with Figure pipe system oi any trailer, coils shale to the coils 48 and 52'may be provided a point where their presence is made more by the conditions of relative movement tween the parts of the trailer whereon (ll out parts of the pipe system are mo ed. Qrdinarily, however, the pipe system supported wholly by the axles of the ei and not in any part by the hotly or ohand insuch case there is no need to pro c for flexibility. lVith trailers thus connected,

the brakes thereon may be set siniultan with those of the towing automobile by nipulation ofthe one control valve. l

ever, in the case'where trailers are us might be necessary either to provide the automobile with a pumpof larger capacity than v,the ordinary engine lubricating pump,

or with an additional pump, in. ord to supply the fluid to all the brake extends rapidly as might be needed in an emerge and my invention includes such specie additional pump, which may be like the pump 7 3, Wherefore it is not necessary to be shown in Figure 6. When two or more trailers are coupled. in train and the brakes otall of them are applied by pressure gimi0 5 certain extent diagrammatic, as no filling caps are indicated, and that the sylphons.

are completely filled with the pressure fluid. After once being filled the system will stay full by reason of atmospheric pressure and the fact that the construction of the sylphons prevents leakage and that the joints of the distributing pipe system may be made sufiiciently tight by ordinary means. The only discharge takes place when the exhaust passage of the control valve is opened, and then the amount of discharge is limited by the distance to which the brake shoes are permitted to be retracted.

The same essential principles may be extended to provide braking means for trailers, such as are commonly used with automobiles for commercial transportation, all under the control of the driver of the automobile. Figure. 6 shows, likewise in a diagrammatic way the modeof such extension, and this also is a part of my invention. Most trailers erated by a pump on'the towing car, there may be a certain time less or lag in the set ting of the brakes more remote from ti pump; and in order to make beneficial use of such la ging to maintain tension in the draw barsfi prefer to provide in each trailer a second pipe, 97, connected in a through line with the pipe system of the automobile, and then connected with the distrihuting pipes of the real-most trailer. Thereby c braking effort is applied first to the ear trailer, and subsequently to that, or those, ahead of it.

The brake sy tem thus described, any other specific s} tom having equivalent ele ments and principles, obl'ers many advantu es over the brake systems heretofore used with automobiles. In the first place it enables the braking efiort to be applied without sensihlo exertion on the part of the driver, While it Elli a: fully sensitive as the mechanical and other svstcms in which the efiort is applied 'whoily through the muscular exertion of the team the several wheels, and has no need for the,

elaborate compensations which have been found necessary in the attempt to apply mechanically actuated brakes to the swiveled front wheelsof automobiles. As the brake extenders are fluid-tight ex ansible fluid contamers, there is no possibility of leakage, and hence no 0 portunity for loss of pressure through lea age or for the accumulation of dirt due to leakage and adhsion of dust.

For the same reasonyand in the case where the brake system is coupled to the lubricating system of the engine, there is no expenditure of lubricating oil, while the volume of oil diverted in the course of applying the brakes is so small in proportion to the normal excess capacity of the usual engine lubricating pump that the diversionfrom the lubricating system is not noticeable. also that even this small diverted flow of oil occurs under the most favorable circumstances, as the only pressure involved in bringing the brake shoes up to contact with the brake drums is that required to overcome the influence of the take off springs; while' the full difi'erence in pressure between the lubricating system and atmosphere is available to expedite flow of oil to the sylphons, and in consequence the action of the brakes may be almost instantaneous.

Where brakes are applied to the swiveled front wheels, flexibility is not required in the piping, owing to the fact that the sylphons there are immovably held, and the only flexibility required in the piping is that needed'to take care of the ordinary spring action of the automobile body. Also by the provision of shut off cocks as already described, or cocks otherwise inserted at suitable oints in the piping, any brake or couibination of brakes may be put out or service with aminilntun of trouble.

Having thus eiiplzrined the principles of my invention and described a mode in which it may be usefully applied, although without having attempted to describe all the forms in which it may be embodied, or all the modes of its use, I declare that what I claim and desire to secure by Letters Patent is:

1. In an automobile a brake, a fluid actuated extender for applying said brake ar-- ranged to be actuated to that end by accession of fluid under pressure, a pump arranged to deliver fluid against a yielding resistance, operator-controlled means for increasing such resistance, a branch conneciion from the outlet of said pump to the It should be noted extender, and a valve under control oi the operator adapted to open and close said; I

branch to flow of the fluid.

, 2. A brake system for automobiles comprising a ump, a brake, an extender operable by uid pressure-arranged to apply said brake under accession of a pressuretransmitting fluid, a connection leading between said pump and the extender adapted to transmit the actuating fluid, an operator controlled valve in said connection, an outlet from the pump through] which fluid operated on by the ump normally passes, and operator-control ed means for up lyin a variable yielding resistance to the fibw o the fluid from said outlet.

8. A brake system for automobiles comprising a pump, a brake, an extender oper fee.

able by fluid pressure arranged to apply said brake under accession ofa pressure-trans.

mitting fluid, a connection leadin between said pump and' the extender adapted to transmit the actuating fluid, an operatorcontrolled valve adapted to open and 'close' said connection, an outlet from the pump through which fluid operated on by the pump normally passes, means for applying ielding resistance tothe flow of the flui the operator simultaneously with the opening of said valve for increasing the resistance so applied.

4. A brake system for automobiles coinprising in combination a wheel a brake cooperative with said wheel, a uid-actuated rom said outlet, and means controlled by extender engaged with said brake, a pump,

a pipe line from said pump to said extender, there being a relief outlet from said pipe line, and a spring-loaded grading valve covering said outlet, controllable by the operator to oppose greater or less resistance to relief of fluid from the outlet, whereby the pressure delivered from said pump to said extender is governed and regulated.

5. A brake system for automobiles comprising in combination a wheel, a brake cooperative with said wheel, a fluid-actuated extender engaged'with said brake, a pump, a pipe line from said pump to said extender, a control valve casing interposed in the pipe line and including a supply passage arranged to receive the fluid delivered from the pump, a relief outlet branch from such supply passage, an outlet to the pipe line, and an exhaust discharge passage, an operatorcontrolled valve having ports and being movable to connect with said supply passage or said exhaust passage exclusively with said outlet, a yieldingly loaded relief valve controlling said relief'outlet' branch, and operator-controlled means for varying the intensit of loading of said relief valve.

lve easinghaving a su ply passage eond to receive fluid de ivered from said hum v and having an outlet, a pipe line concd with said outlet and leading to said r; said valve casing having also a reanoh from said supply passage, an exhaust passage, and a valve chamber into ll said supply and exhaust passage and *utlet all'open; a control valve in said her oonstrueted and being movable to connection explosively between either 1 supply passage for the exhaust passage and the outl t, a spring-loaded grading valve controlling said relief branch, and means edto be operated bythe driver of the auton'iobile for shifting the control valve into the position for connecting said supply passage tvith said outlet and thereupon increasin the loading of said relief valve.

7. A braking system for an automobile and an attached trailer, comprising the combinationwith such automobile and trailer, of

wheel brakes on the automobile and trailer,

respectively, fluid-operatedextenders for applying said brakes, a pump. on the automobile driven by the motor of the automobile,

coupled pipe lines carried by tne automobile and trailer, with which their respective brake extenders and said pump are in connection, valve means operable by the driver of the automobile for diverting fluid under pressure acted on by said pump to said pipe lines, an outlet from the pump through which fluid discharged from the pump normally passes, and flow-resisting means in said outlet also controlled by the driver for regulating and altering the intensity of pressure applied by the pump on the fluid so diverted.

8. In afiuid pressure brake system, for

automobiles, the combination with the alltomobile, its road Wheels, and its motor, of brakes'associated with all of said wheels, fiuid-pressure-operated extenders-coupled individually to the brakes of the several wheels, a pump driven by said motor, conducting means for fluid between said pump and extenders having a relief outlet a resiliently loaded valve obstructing said outlet, and ope ator-oontrolled means for varying the resilient loading of said valve.

In testimony whereofl have afiixed my signature.

WARREN NOBLE. 

